Timing device



May 22, 1923.

E. G. JOHANSON TIMING DEVIGE Filed July l5 1918 2 Sheets-Sheet 1 E.` G. JoHANsoN TIMING DEVICE May 22, 1923. 1,456,313

Filed July 15 1918 2 Sheets-Sheet 2 Patented May v22, 1923.

EMIL G. JOHANSON, OF CHICAGO, ILLINOIS.

TIMING DEVICE.

Application led .Tuly 15,

To all whom t may concern:

Be it known that I, EMIL G. JoHANsoN, citizen of the United States, residingat Chicago, in the, county of Cook and State of Illinois, have invented a certain new and useful Improvement in Timing Devices, of which the following is a full, clear, concise, and exact description.

My invention relates to timing devices for indicating the time at which moving objects are stopped or checked or whose motion is otherwise affected and includes mechanism governed by such anl object that arrests the operation of such timing device when such object is stopped or has its motion otherwise affected.

In ythe preferred embodiment of the invention the operation of the timing device is automatically resumed when the normal motion or activity of the object is restored, there preferably being speed. accelerating gearing for bringing the time indicating element to correct time indicatingposition when the timing device is permitted to resume operation so that when the object is next stopped or hasits motion otherwise affected the time of its occurrence will again be indicated. In conjunction with suc a timing device there is desirably employed a constantly operating timing element which is not operatively influenced by said object so that the time during which the object has been stopped or has its motion otherwise affected may. readily be calculated but the invention is not to be limited to its association with such a constantly operating timingelement. i

Timing devices of my invention are of articular service upon automobiles in those ocalities which permit automobiles to park only for limited eriods of time. A police oiicer or another 1n authorit ,by noting'the position of the pointer or in ex (which may be an extra hour hand) of such a device upon an` automobile, would be informed of the time that such automobile came to' rest and bycomparing the time noted by such jhour hand or pointer .with the time indicated byi his own watch or with the` time indicated bythe constantly operating clock, if such `isemployed in conjunction with this hour hand, wlllreadily determine the period pff 'time' that the, automobile has been at sy station. The invention, however, is not itniay be' put.

...to beA limitedtol any particular use to which 1918. Serial No. 245,037.

I will explain my invention more fully by reference to the accompanying drawings showing the preferred embodiment thereof and in which Fig. 1 is a face view illustrating a clock of'my invention with the extra hour hand in synchronism `with the main hour hand of the' clock, this' being the condition when an automobile equipped withl the device is in travel; Fig. 2 indicates the extra hour hand in an arrested position which would be the condition when the automobile is at rest; Fig. 3 is a view in elevation, partially in section, illustrating .the preferred form of mechanism of my invention; Fig. 4 is a view taken on line 4-`4 of Fig. 5, this figure illustrating a speedometer collocated with the clock of iny in-` vention upon the dash board of an automobile; and Fig. 5 ,is a view on line 5-5 of' Fig. 4.

Like parts are indicated by similar characters of reference throughout the different figures.

The object shown in the drawings which is to influence the time indicating mechanism of my invention is a bevel gear 1 upon one end of a flexible shaft 2 on whose4 other end there is a spur pinion 3. This pinion is in mesh with a spur wheel 4 that may be driven, yfor example, by motion transmitting mechanism interposed between this gear and one of the propelling vehicle wheels of an automobile. This motion transmitting mechanism 'includes a fiexible shaft 5 that extends to motion transmitting gearing located at and operated by said steering vehicle wheel, the arrangement being such as is commonly found where speedometers are employed. The shaft 5 has a square bore which receives the square Y end of the shaft 6. The other end of the shaft 6 has a square bore. which receives the square end of a shaftf? that is operatively connected with a speedometer 8 which bracket structure 15 that is secured to the rear side of a clock casing 16. The clock and the speedometer may be closely collocated upon the dash board 17 of an automobile. The hub of the gear wheel 11 engages one end of the bearing 14 and a collar 18 engages the other end of the bearing and as both hub and collar are fixed upon the shaft 13, this shaft is prevented from having endwise movement. A sleeve` 19 surrounds and is movable longitudinally u on the shaft 13. The sleeve carries a colar 2O fixed with respect thereto. Leaf springs 21 are anchored vat their ends to the collars 18 and 20. These springs carry centrifugal weights 22. Whenever -the automobile is traveling it will limpart motion to the shaft 13 through the motion transmitting mechanism described and thereby cause the weights 22 to swing outwardly by centrifugal force. As the collar 18 will not change its zone of rotation the sleeve 19 and the collar 2O will be moved toward the collar 18. When the automobile is at rest the springs 21 will move the sleeve 19 and d collar 20 away from the collar 18. A coil the cone pinion 28 (whose plane of rotation.

spring 23 may be employed-to supplement the actionof the springs 21.

The index or pointer 24 (preferably in the form of an extra hour hand supplied to a clock which, in the main, is of common make) is fixed upon one' end of a longitudinally movable shaft 25 which is aligned with` the shaft 13. A brake member 26 is secured to theclock casin 16, the shaft 25 passing freely through tiiis brake member. The brake member 27, which is complemental to the brake member 26, is fixed upon the shaft 25 so as to turn therewith and to accompany this shaft in its longitudinal movements. Gearing for coupling the shafts 13 and 25 is inclusive of a smooth cone.

pinion 28 fixed upon the sleeve 19 and a corresponding internal cone pinion 29 fixed upon the shaft 25. When the automobile is at rest the sleeve 19 will .be moved furthest from the collar 18 and will carry with it is shiftable toward and from the collar 18 because of the fixture of this cone pinion upon the sleeve 19) to separate said pinion from engagement with the internal pinion 29. The pinion 28 has an axlal projection 30 which is in alignment with the shaft 25 and engages this shaft when the pinion 28 is moved out of engagement with the pinion 29, a result which occurs, as is understood, when theautomobile is' at rest. The springs A21 and 23 not only serve to separate the gear nelements 28 and 29 but also have suiiiclent w frce to move the sha-ft 25 longitudinally of itself, through the intermedlation of the axial projectlon 30, to effect braking engagement of the brake element 27 with the brake element 26 to prevent the shaft 25 from turnhand that is mounted to vturn Yover the face of a clock dial 31. The pointer is caused to turn by means of any suitable motor suc as a spring or clock motor.

The motor illustrated includes an operating sprin 32 secured at one end to a stationary s aft 33 and at its other end to-a spur gear wheel 34 which is in mesh with a spur pinion 35 co-axial with the shaft 25 and fixed upon a sleeve 36 that surrounds this shaft. Apinion 37 is also fixed upon the sleeve 36. A spur gear wheel 38 is in mesh with pinion 37 and another Spur gear wheel 39, similar to gear wheel 38, is coaxialv with respect thereto and is in fixed relation therewith. The wheel 39 is in mesh with a pinion 40` that is fixed upon a sleeve 41 to which aminute hand 42 is secured. A pinion 43, fixed with respect to and co-axial -ffwith the wheels 38 and 39, is in mesh with In addition tocarrying the hour hand 45, v

the sleeve 361 also carries one member 46 of a clutchthis member thus operating in synchronis'm with the motor, that is, this clutch member has a speed of rotation about the axis of the shaft 25 which bears a constant ratio to `eacli of the other turning parts of the clock train.y A clutch member 47 is formed in one integral structure with the index or pointer 24 of the timing device of my invention. The clutch member 46 is desirably in the nature of a lug moving with the hour hand 45. When the automobile has stopped the springs 21 and 23 will, through the thrusting engagement of the cone 28 with the shaft 2,5, force outward movement of gear elements 28 and 29 are separated when the index 24 is held from rotation, that is,

when the automobile is at rest, but when the automobile is in travel these gear eleregister with the clutch member 46,it will engage the same so that the clock motor will now not only operate the usual clock mechanism but will also operate the extra hand 24 in synchronism with the hour hand 45. Figs. 1 and 3 show the two hour hands in synchronism, a c'ondition which prevails when the automobile is in travel and Figs. 2 and 5 shovs7` a condition when the automobile is at rest,A Fig. 2 indicating that the automobile has been at rest-two hours. The index or pointer 24, when the clutch members 46 and 47 are coupled, moves at an hourly rate which permits the comparatively rapid operating gearing 28, 29 to move the index 24 to a position in which the clutch members 46 and 47 are engaged thereby toenable theindex 24 to operate in sync ronisrnl with themotor. The gears 28, 29 thus constitute motion accelerating gearing which is controlled by the automobile whose stopage is to be timed, there beingslippage etween these gears when the motor drives index 24.l

While I have herein shown and particularly described the preferred embodiment of my invention I do not wish to be limited to the precise details of construction Ishown as changes may readily be made without departing from the Spirit of my invention, but having thus described my invention I claim as new and desire to secure by Letters Patent the following:-

1. A timing device including an index; a

. motor for operating the! index; and a clutch operatively connecting the motor with the index; in combination with a governor in actuating relation to the clutch to connect the motor with and disconnect it from the index.

2. A timing device including an index; a motor for operating the index; and a clutch operatively connecting the motor with the index; in :combination with a governor in actuating relation to theclutch to connect the motor wit-h and disconnects-it from the index; and a brake to lioldftheA index when l disconnected from the motor, said brake being operatively connected with the governor to be released thereby when the clutch is actuated to connect the index and motora,l

32 A timing device including an index; a

motor for operating the index; and a clutch operatively connecting the motor with the index and having one member moved by the motor and another member moving with the index, in combination with gearing operating ulpon the index.

4.' timing device including an index; a motor for operating the index; and a clutch operativel connecting the motor with the index an having one member moved by withthe motor and another member moving with the index, these members of the clutch being engageable when the index is in synchronism'with the motor; in combination with motion accelerating gearing for bringing the index into synchronism with the motor; and a governor in actuating relation to the motion accelerating gearing.

5. A timing device including an index; a l

motor for operating the index; and a clutch operatively connecting the. motor with the index; in combination with a governor 1n actuating relation to the clutch to connect the motor with and disconnect it from the index. a

6. A timing device including an index; a motor for operating the index; and a clutch operatively connecting the vmotor with the index; in combination with a governor in actuating relation to the clu'tch to connect' the motor with and disconnect it from the- EmL G. J CHANSON. 

